Carbureter.



M. BU-CKER.

CARBURETER.

APPLICATION HLED FEB. 10, 1913.

Patented Jan. 18, 1916.

3 SHEETSSHEET 1.

M. BUCKER.

I CARBURETER. APPLIC ATI'ION FILED FEB. I0, 1913.

Patented Jan. 18, 1916.

3 SHEETS-SHEET 2.

Patented Jan. 18, 1916.

3 SHEETS-SHEET 3.

M. BUCKER. CAR'BURETEH.

APPLICATION- FILED FEB-10,1913- lLlrm panying drawing,

MERLE BUCKER, OF CHICAGO, ILLINOIS.

onnnunnrnit.

Specification of Letters Patent.

' Patented Jan. 18, 1916.

Application filed February 10, 1913. Serial No. 747,456.

To all whom it may concern:

Be it known that I, MERLE BUOKER, a citizenof the United States, residing at Chicago, in the county of Cook and State of either with a single fuel, such as gasolene,

or with a composite fuel, such as would be reduced by atomizing and mingling water and kerosene; (2) to provide a device of this character which will mix the fuel, whether single or composite, with air, to form as perfect a gas as possible; (3) to provide an improved control for the fuel and air by which the most effective explosive mixture will be maintained for all engine speeds, whether resulting from throttle control, or from variations of load; (4:) to provide an improved construction of fuel inlets to the mixing chamber; (5) to provide improved mechanism for mechanically operating the control valves; and (6) to provide improved fuel chambers for the control of the fuel in its passage to the carbureter proper, and other features and details of construction which. combine, with the above to produce a device which shall be simple in construction, efficient and economical of fuel in operation, and operatively unaffected by the or dinary wear of parts, or by the presence of dust or dirt drawn into the device by the suction. of the engine.

The several objects vention will be more fully understood upon reference to the following detailed description taken in connection with the accomand the scope of the invention will be particularly pointed out in the appended claims.

In the drawing Figure 1 is a longitudinal vertical section ofa carburetor constructed in accordance with my invention, the plane of section being indicated by the line 1-1 of Fig. 2; Fig. 2 is a transverse vertical section of the same, the plane of section being indicated by the line 2-2 of Fig. 1; Fig. 3 is a view illustrating in elevation and upon an enlarged scale the fuel inlets to the mixing chamber; Fig. 4; is a vertical section of the same; Fig. 5: is an elevation of the throt- Fig. 11; Fig. 11 is and features of my in- I tie-Valve arm and its associated stop; Fig. 6 1S 2. horizontal section of the carbu'reter taken on a plane indicated by the line 6-6 of Fig. 1; Fig. 7 is a similar section of the central portion of the carburetor taken on a plane indicated by the line 77 of Figs. 1 and 2; Fig. 8 is a partial vertical section of one of the fuel chambers or cups through wh ch 'fi'iel is supplied to the passages in the main portion of the carburetor, the plane of section being indicated by the line 8-8' of Fig. 6; Fig. 9 is a transverse section of the adjusting mechanism of the fuel control valves, the plane of section being indicated by the line 99 of Fig. 2; Fig. 10 is a. vertical section of a fuel chamber employing a float control valve which may replace the fuel chamber of Fig. 8 where the carburetor is to be used on motor vehicles, the plane of section being indicated by the a horizontal section of this float chamber, the plane of section being indicated. by the line 11-1l of Fig. 10; Fig. 12 is a plan view of a valve-operating mechanism which may be employed in lieu of that illustrated in the preceding figures, wherever it is desired to control the valves from a distance; Fig. 13 is a view of a guide-plate of this-latter mechanism, inverted; and Fig. 1a is a transverse section of this operating mechanism and associated parts taken on a plane indicated by the line 1 l14 of Fig. 12. Throughout these figures, like characters refer tolike parts.

In the particular embodiment of the invention illustrated, the body of the carbureter is composed of an upper casting A, a central casting B, and a lower casting C. The central casting is provided with a chamher, or passage, 20, whose outlet 21 is controlled by a throttle-valve 22 and whose inlet 23 is controlled by an' air-valve 24. In operation the suction of the engine draws airthrough inlet 23, chamber 20 and outlet 21. The throttle-valve is operated by hand in the usual way, while the air-valve 24 is operated by the suction of the engine. The throttle-valve is mounted pintle25 which is journaled in its opposite ends in opposite walls of the outlet 21 of the chamber 20. A set-screw 26 secures the throttle-valve inproper position.- One end of the pintle 25 extends beyond the wall of the casting and has an arm 27 rigidly secured to it. This arm is provided with openings 28 for the reception of operating on a transverse line 10-1( of so casting B so as to provide a close fit, and

Connections. It also carries stop-arms 29 and 30. The latter is provided with an adjusting screw 31 which may be set in any desired position and held therein by a setscrew32. The stop-arm 29 andthe screw v the casting B. The-limits of movement of through the other.

7 the throttle-valve are determined by. the engagement of arm 29- and pin 33, in the one. case, and by. the engagement of screw 31 and pin '33, in the other. The outlet end of the casting B is provided with a flange '34- having suitable openings 35 for suitably connecting the carburetor to the engine.

The casting B is cored out so as to provide ajaoket 36 towhich any fluid may be sup-' plied. Pipes 37 and 38' communicate with the-jacket 36 and provide for the "admission of the fluid to the jacket and its discharge therefrom. ()rdinarily, hot water would be used for supplying the necessary heat to the carburetor y-means of this jacket, a constant circulation being kept up by. supplying th-jfiuid through one pipe. and taking it off Thelower casting-C, as before noted, is provided with the air inlet 23. It is also provided; with an annular .fiange 39 which abuts against a cooperating face upon the screws 40, passing through the flange 39 into... threaded openings in the casting B, hold the two lii mly together. When thus assembled, there an annular space between a portion of the outer wall of the casting C and a por- 'tion of inner wall of the casting B,

which extends around the air inlet 23. This space is divided into two portions 41 and {'42 by pantitions 43 and 44 extending'from the casting C outward into engagement with the cast ng B. These two spaces 41 and 42 are in communication with the mixing chamber 20-through a series of small openings-45 which ciinstitute the fuel inlets to saidchamber.

1 ail'y.i'dsifed$*number; such-as experiments 42. Thefuel inlets 45 are then provided'by jfiling out-grooves one or both-jot these 'tion.,-it is possible 'to accurately determine:

" iesses to As illustrated more particularly'in-;Figs. 3 and '4, the castings G and? are tor'med with'close 'fittingljabutting faces along the line '46 .at the upper end of the spaces41 and abutting; faces. By meansofthis constructlle size oat-these openings 45 and, to provide ith, P t c l typ o eng m y S e T .Ehese, fuelspaces ,4]. and:- 42 and erenjtisets' of outlets 45 constitute supplyingf..difi"erent fuel ingred' "mixing. chamber ,20 in case it is use a composite fuel. If this is. notfdesired. then of F course both spaces 41" 7 and 42 would be en plied withthe same fuel. I The 'ce'ntral portion oftheg-casting (J con sists of a web-like portion 47 joined to the outer portion by ribs 48-.49 The lowerend of the portion 47 of the casting C is bored y out so as to form a-dash-pot 50 which is closed by a threaded cap 51. A piston 52 islocated in the dash-pot and is'seured upon the lower end 0f=i3h8 rod 53 by a nut 54. This rod extends through a ,sehtral'hore in the portion 47 of the castiiigC and is in.

threaded engagement with the central porlocked in place by alock-nut 55. Beyond tion of the air-valve 24, the valve being.

the threaded portion of the rod 53, it is red-uced in diameter and extends through an opening in the top of the casting A,-as

clearly illustrated. It will be seen that as the air valve 24 is operatedin response to the suction of the engine, the piston 52,- in

the dash-pot 50,-will retard its to-and-fro down.- The cen- A with; ,the dash-pot 50 through the angular passage 60. The bore 56 is, also indirect communication""with""the fuel' space 41 through passage 61, while bore 57 is in direct communication with the fuel space 42 through passage 62. From this description, it will be-seen that fuel admitted to passage 59 from a suitable source would be free to pass down through a portion ofbore 57 and up through passage 62 to the fuel space 42 and thence out through the associated fuel inlets 45 into the mixing chamber 20. Fuel thus supplied wouldalso pass into the dashpot 50 and coiiperate with the piston'therein; in the control or the air-valve -24. On the other. hand, fuel admitted from a-suitable source .to the passagefl58wou ld be free to pass down through ;a portionof bore'56 and" .upthrough' passage '61 to the annular fuel space 41 and: thencei'out throughfuei inlets 45 tothe mixing chamber'j20. "In order to I -.control-the flow of. fuel-throughthese'pas- 1 .,..p er vs1'vsv land 64 ='-respectively,' whose .jta'pered :portiohs for all I positions of the valves: begin abovefthe. passages-58 and 1595 andextendf below thednlets 0f passages 61 and; 62; ,respactively.a:' --.'laper-valve 63 is s es, the'bores' 56 a1i :57?-arefprovided with hrea'ded-ati'its upper-*endjthrough agboss 65 larly areaseatsm s boss 66.. Valve 63 is provided with a plate 67 screwed upon its Son sheen-verve '24,,wl1ile valve=64 is simi 'uppr h P l en by. iw nut 's 68. Valve 64: is similarly provided. with a plate 69 and lock-nut 70. The plate 67'has the casting A. This tubular member is still further reduced at its upper end and squared at for the reception of a thumb-head T l, which is held. in place by nut '75 screwedupon the extreme upper end of the member whichis threaded for this purpose. Similarly, plate 69 engages slots in the member 76, which has a journaled reduced portion 77 and squared portion 78 having thumbhead 79 held in place by a nut 80. A springclip 81 secured at its lower end to the casting A engages notches in the side of thumbhead Tl to hold it in its adjusted positions. A similar clip 82 cooperates in the same way with the thumb-head 79. From this description, it will be seen that the rotation of either of the heads 7% or 79 will rotate the members'll or 76 with a corresponding rotation and longitudinal movement of the valves 63 or 6 1, as the case may be. By this means, either or both valves may be adj usted to vary the flow of fuel through the passages of the carbureter to the mixing chamber.

The air-valve 24: has a depending portion which more or less, closely embraces the central portion 1? of the casting C and at its periphery it comes into proximity to the fuel inlets a5. In consequence of this, all the air which passes into the chamber 20 is drawn over the fuel inlets and the fuel is taken up and carried into the mixing chamher and thoroughly commingled with the air Where the fuel gredients, such as water and kerosene, these ingredients are also thoroughly commingled with each other and with the air. By removing the casting A and turning the central rod and associated nut 55, the position of the air-valve relative to it and therefore relative to the fuel inlets 45, may be varied as judgment may require. Thus, it

.is possible to regulate both the amount of fuel which may pass by the tape '-valves and also to vary the position of the air-valve relative to the fuel inlets.

The fuel. may be supplied to the passages i 58 and 59 in any suitable way. As illustrated in Figs. 1 and 8, the fuel is supplied through fuel cups or chambers 83 and 84:,

which are provided with threaded bosses 85 and 86, which are screwed into the threaded openings in the ends of the ribs 48 and 49, respectively. The upper ends of the cups 83 and 84: are secured in place by screws 87 and 88 which pass through lugs upon the cups pipe passing between the two is controlled by a valve 92. A. dam or partition 93 rises from the bottom of the cup to the height at which it is desired to maintain the level of the fuel. As illustrated, this height is slightly below that of the fuel inlets 45, but

the suction is sufficient to draw up the fuel through these inlets. A passage 94: extends through the bosses 85, in the one case, and 86 in the other, to place that portion of the cup which ison the inlet side of the partition 93 in communication with the supply passages and 59 of the carbureter. A. strainer 95 strains the fuel as it leaves the oil cups. This strainer consists of an inner beveled ring 96 joined to an outer ring 97 by a. plurality of arms 98. The ring 96 fits into the enlarged end of the passage 9% and is held in place by a cap 99 which is threaded into an opening in the opposite wall ofthe cup and presses against the ring 97 to hold the strainer in position. Battle-plates 100 and 101 extend from opposite walls of the cup at a point near the top of the cup directly above and in line with the supply-pipe 90. In practice, with this form of oil chamber, the fuel is forced by a pump through supply-pipe 90 at a sufficient rate to raise it to the height of the partition 93, the surplus passing over the partition and out through the returnpipe 91 to the supply associated with the pump. In case the fuel tends to spurtinto the cup from the pipe 90, it will strike against the baffle-plates 100 and 101 and thus be kept within the cup. It will be obvious that if the engine is to be started. by one grade of fuel and to be subsequently run by another, that then the oil cup would be manually supplied with the formeruntil it was filled up to the height of the partit1on 93. This fuel would then flow through the passage 9% and on into the mixing chamber of the carbureter where it would mix with the incoming air and be carried on to the engine to do its work. As the engine thus began to operate, it would drive the pump and the second grade of fuel would begin to be supplied. This would occur without any special attention on the part of the operator. It would only be necessary,-in starting, to close the bypass, valve 92 so that the fuel would be supplied to the cup Siand not re turned through pipe 81 without passmginto the cup. The presence of this by pass is of importance, for when it is desired to stop the engine, it is only necessary to open the by-pass valve 92, then the fuel will pass through return pipe 91 without going into cup 84. As a result,. the level of the-fuel 1 I1 thecup will gradually lower until no fuel is supplied to the carbureter and the engine as .a result will be free to fully exhaust-fall the fuel from the passages before it stops; This will greatly tend to keep the entire mechanism clean and will also leave it free to be primed with the first grade of fuel in case a lower rade'is used, as it clearly may be.

It wil be apparent that if it is desired to use the carburetor with a single fuel, such as gasolene,.then both cups 83 and 84 will be supplied with the fuel and it will be supplied in turn to each of the fuel inlets 45 and be taken up by the incoming air and thoroughly mixed with it and carried on to the engine cylinder. On the other hand, if

a composite fuel is to be used, such as water and kerosene, then one fuel cup will be'supplied with water and the other-with-kero-' sene. Water will then be supplied to the and kerosene will be supplied to the remain- 1,1cs,7ea l lowers, the float-arm drops down and valve 108 is opened and more fuel is admitted. This action is repeated continuously as the fuel is being consumed and this'action will;

remain the same whether but a single or a composite. fuel is. employed. M

It may also-be desirable where the car- .bureter. is'to be used upon automobiles, orthe like, to be able to adjust the taper-valves 63 and 64 from time to time as changes 1n conditions may require without the operator leaving. his positi'on in the car. Accord" ingly, I have provided the mechanismillusftrated in Figs. 12 to 14, inclusive. In this fuel inlets 45 associated with its fuel cup,

ing fuel inlets. The incoming air will take.

I -up both of these ingredients-and thoroughly mix them together and with the air, and they will thus be carried on into the engine cylinder.

As-previously indicated, if it is desired to use the carbureter with an automobile, or

other motor vehicle, employing an internal combustion engine, then the fuel cups 84 and 85 are preferably replaced by a fuel chamber 102, which is connected by a short-section of pipe 103 so as to provide a connection with the proper supply passage, as 58 of mechanism, the casting A difiers slightly in shape from-the casting A, while the por- 'tion of the slotted tube members which bear therein is somewhat shorter, as illustrated at 120.v Otherwise these tubular members are thesame. In this mechanism, however, the

thumb-heads 74 and 79 are replaced by gearthe carbureteru The. cover 104 of the fuel: chamber is preferably secured to the casting B by a screw 105. A supply-pipe 106 mp plies fuel to the valve" opening 107, and a valve is provided with a threaded stem 109 which extends through a sleeve 110, which is providedwith a squaredhe'ad 111 of such a width as to'engage the walls of the chamher 102 to prevent its rotation. The stem 109 extends through a-suitableopening'in the cover 104 and maybe rotated to shift bya pivot 116 in-the form of 'a screw ex- A-dr'ain-cock 1191's located atfthe bottom of the chamber and, is-arrange'd to drain 0E the fuel. When the parts are in normal po- 'sition, fuel i's'supplied to a height about on '60 tending through the adjacent walls of-the 'valve 108 controls the admission of the fuel from said passage to the chamber 102. This" wheels 121 and 122, which mesh respectively with racks 123'and 124. A guide-plate 125 is fitted upon the casting A so as to leave a guiding space for the racks 123 and 124.

Projections 126 and 127 on the under side of the platel25 keep the racks from bein drawn toward each other. Screws 128 hol the plate 125 in place. A tubular extension 129 from the center of the plate 125 allows space for the free passage of the center rod 53; Nith'this mechanism, it will be seen that the shifting oLthe racks 123 and 124 back and forth will rotate the associated tubular members and communicate a longitudinal movement to the taper-valve (i3 and 64 to bring about the desired fuel regulation. I have not shown any means for lconnecting the racks 123 and 124 to any mechanism within the'reachof the operator when in the seat, but it will be apparent that any suitablemeans may be employed for this purpose.

. In carrying out my invention, it will beapparent that many alterations and modifications may be made in the details of Com struction and arrangement which differ from those herein disclosed without departing from the spirit and scope of'niy invention. I, therefore, do not wish to belimited to the specific matter herein disclosedbut chamber. Anarm ll'l carries aweight 118' at its "lower. end and is secured to-the arm 113, at its upper endso as -to move with it'.;'.:

a level with the, pivotfllfi. As the fuel, is

. beingadmitted," thevalve 108 is kept open.

when the fuel reaches thislevel, the float is ply for the time being. when the-fuel raised sufiiciently to force the valve, 108- against itsseat and out oh the further sup- I love .out practically., their entire length and 180- aim to cover all such alterations and modifications by the terms'lof. the appended claims.

fiWhat I 'claim as new and desire to secure by Letters Patent of the United States'fis:-- 1'. -A carburetor comprising a passage open'fjtb atmosphere'at one point and at an other point adaptedto communicate with 'an-engine to-be supplied, a valveintermedt 'ate of said points foniopening and closing said'passage, a plurality of long, wide and shallow fuel spaces located along said passage, a'jqacketi for applying a fuel heating medium'to theside'of said spaces throughmeshes breadth, fuel inlets inthe passage walls leading from said spaces into said passage at points adjacent to the closing edges of said valve when in its closed position, and passages for supplying different fuel ingredients to the different fuel spaces, whereby the air drawn through said passage by the suction of the engine is caused by said valve to sweep over said inlets at an increased velocity and take up fuel ingredients therefrom and thoroughly mix them in said passage.

2. A carbureter comprising a passage open to atmosphere at one point and at another point adapted to communicate with an engine to be supplied, a plurality of long, Wide and shallow fuel spaces located along said passage, a jacket for applying a fuel heating medium to the side of said spaces throughout practically their entire length and breadth, fuel'inlets in the passage Walls leading from said spaces into said passage at points intermediate of thefirst mentioned points, fuel passages for supplying different fuel ingredients to the difierent fuel spaces, a valve in said first mentioned passage having its closing edges movable in close proximity to said inlets to cause the air drawn through said passage to pass over said inlets at increased velocity to take up the fuel ingredients therefrom and.

thoroughly mix them in said passage, fuel contiwl valves in said fuel passages movable as a unit with said first mentioned valve, and means for adjusting each of said fuel control valves relative to said first mentioned valve to vary the amount of the fuel' ingredients admitted to said passage.

3. A carbureter comprising a passage open to atmosphere and adapted to communicate with an engine to be supplied, a

plurality of long, Wide and shallow fuel spaces located along said passage, a jacket for applying a fuel heating mediumto the sideof said spaces throughout practically their entire length and breadth, fuel inlets leading, from saidspaces into said passage, passages for supplying different fuel ingredients to the different fuel spaces, a valve in said passage having its edges movable toward and from said fuel'inlets to vary the velocity of the, air passing over them, andfuel control valves carried by said first mentioned valve and adjustable relative thereto and operating in said fuel passages to vary the amount of the fuel ingredients supplied to saidfuel inlets.

4. A carbureter comprising a chamber adapted to communicate with an engine to be supplied, an air inlet to said chamber,

fuel inlets to said chamber, passages for supplyingdiiferent fuel ingredients to different fuel inlets, and three directly connected valves, one for varying the supply of air through said air inlet and the two remaining for varying the supply of she fuel ingredients through said passages and fuel inlets.

5. A carbureter comprising a chamber adapted to communicate with an engine to be supplied, a substantially horizontal fuel supply passage, a substantially vertical passage extending downward from said supply passage, an additional passage leading from said vertical passage at a point below the entrance of said supply passage, a series of relatively small fuel inlets to said chamber incommunication with said additional passage, and a taper-valve in said vertical passage having its tapered portion normally extending from a point above said supply passage to a point below said additional passage.

6. A carbureter comprising a chamber adapted to communicate with an engine to be supplied, an annular fuel space, a series of relatively small fuel inlets to said chamher from said space, a supply passage, 21 vertical passage having an upper inlet from said supply passage and a lower outlet to said spa ce,and a taper-valve in said vertical passage.

7. A' carbureter comprising a chamber adapted to communicate with an engine to be supplied, an annular fuel space, a series of relatively small fuel inlets to said chamber from said space, a supply passage, a

vertical passage having an upper inlet from said supply passage and a lower outlet to said space, a taper-valve in said vertical passage, an air inlet to said chamber, and means for causing the incoming air to pass over said fuel inlets to take up fuel.

8. A 'ca'rbureter comprising chamber adapted to communicate with an engine to be supplied, a substantially horizontal fuel supply passage, a substantially vertical passage extending downward from said supply passage, an additional passage leading from said vertical passage at a point below the entrance of said supply passage, a series of relatively small fuel inlets to said chamber in communication with said additional passage, a taper-valve in said vertical passage having its tapered portion normally extending from a point above said supply passage to a point below said additional passage, an air inlet to said chamber, and means for causing the incoming air to pass over said of their respective fuels at all times, andramvertically movable valve, an adjustingknem valve in said" passage having an edge movber journaled in said body,: and a pin anriaf able toward and from said fuel inlets toincrease the velocity of air aslit passes said inlets to draw the fuel ingredients from said inlets and spaces and mix the same in said I passages.

10. A, carbureter comprising a body hav- Ting a passage adapted to lead from atmosphere to an" engine to be supplied, fuel inlets to said passage, a vertically movable valve for controlling 'tll8 flow of airover said inlets to draw off fuel to mix it and air in said p'assage, said valve being free from sliding engagementwith the Walls of said passage, a longitudinally movable fuel control valve adjustably mounted on said vertically movable valve, an adjusting member journaled in said body, and means for causing the .r otation of said member to longitudinally move said control valve.

11. A carbureter comprising a body having a passage adapted to lead from atmos- 5 phere to an engine to be supplied, fuel inlets to said passage, a vertically movable valve for controlling the How of'air over said inletsto draw 0E fuel and mix it and air in said passage, means for guiding said valve independently of the Walls of said passage, a longitudinally movable fuelicontrol valve adjustably mounted upon said fienielof this patent may he obtained. for five cents each, by addressing the Commissioner of Eatents. i3

, another point adapted to communicate with slot connection between and control valve and adjusting member whereby the rotation of the latter longitudinally moves the former.

12. A carbureter comprising a passage open to atmosphere at one point and at an engine to be supplied, a valve intermediate of said points for opening and closing said passage, a plurality of fuel spaces located along said passage and adapted to contain difierent fuel ingredients, and fuel inlets in the passage Walls leading from said fuel spaces into said passage at points adjacent to the closing edges of said valve when in its closcd'position, whereby the air 0 drawn through said passage by the suction of the engine is caused by said valve to sweep over said inlets at an increased velocity and to take up fuel ingredients therefrom and thoroughly mix them in said passage. I i

In Witness whereof, I hereunto subscribe my name this 31st day of December, A. ll,

MERLE BUGKER.

Witnesses:

T. H. FnReUsoN, IDA E. LYARSEN,

- Washington, a. c. v 

